CA1073754A - Dual stern drive mounting arrangement - Google Patents
Dual stern drive mounting arrangementInfo
- Publication number
- CA1073754A CA1073754A CA271,716A CA271716A CA1073754A CA 1073754 A CA1073754 A CA 1073754A CA 271716 A CA271716 A CA 271716A CA 1073754 A CA1073754 A CA 1073754A
- Authority
- CA
- Canada
- Prior art keywords
- boat
- centerline
- engine
- shaft
- propeller
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
- B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Gear Transmission (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
Disclosed herein is a boat including a boat hull having a centerline, a pair of stern drive units supported by the boat hull and each including an engine, a shaft driven by the engine and having an axis of rotation extending at an angle to the boat centerline so that the axes converge in a rearward direction, a propulsion unit disposed rearwardly of the engine and including a propeller driven by the shaft, and means supporting the propulsion unit for steering movement relative to the boat hull.
Disclosed herein is a boat including a boat hull having a centerline, a pair of stern drive units supported by the boat hull and each including an engine, a shaft driven by the engine and having an axis of rotation extending at an angle to the boat centerline so that the axes converge in a rearward direction, a propulsion unit disposed rearwardly of the engine and including a propeller driven by the shaft, and means supporting the propulsion unit for steering movement relative to the boat hull.
Description
~7375~
TITLE
:
DUAL STERN DRIVE MOUNTIN~ ARRAN5EMENT
INVENTOR
E. Douglas Betts BACKGROUND OF THE INVENTION
.
This invention relates to marine propulsion stern drive units and, more particularly, to an arrangement for mounting dual stern drive unit on boats.
When dual stern drive units are employed on boats, it is desirable to mount the propulsion units thereof as close together as possible in order to minimize the tendency of the outside propeller to lift and ventilate when sharp turns are being executed. The proximity between the two stern drive units ordinarily is limited by the available clearance between the accessories, such as carburetors, recirculation water pumps, etc., hanging on the inner sides of the powerhead or engines of the units.
S~MM~R~ OF THE II~VENTION
The invention also provides a boat comprising aebQat hull having a centerline, and a pair of stern drive units supported by the boat hull and each including an engine, a shaft driven by the engine and having an axis o rotation extending at an angle to the boat centerline so that the axes con~Terge-in a rearward direction, a propulsîon unit disposed rearwardly of the engine and including a propeller driven b~
the shaft, and means supporting the propulsion unit for steer ing---movement relative to the boat hull, which propellors have rotary axes substantially parallel to each other and substan-tially parallel to the boat centerline when the propulsion units are in position for propelling the boat in a straight line.
` -2 " ` '" ~, . ' ~ ' , ~(3 73759c The invention also provides a boat comprising a boat hull having a transom and a longitudinally extending centerline, a pair of stern drive units each including an engine disposed forwardly of the boat transom, a propulsion unit disposed rearwardly of the transom and having a drive shaft, a propeller shaft, a propeller mounted on the propeller shaft for rotation about an axis, and means drivingly connecting the drive shaft to the propeller shaft, a power shaft operative-ly connecting the engine with the propulsion unit drive shaft, and means supporting the propulsion unit for steering movement relative to the boat hull about a steering axis, each of the stern drive units having a longitudinal axis extending through the engine and intersecting the respective steering axis, and means mounting the stern drive units on the boat hull on the opposite sides of the boat centerlîne with the longitudinal axes thereof disposed at an angle to the boat centerline and oonverging in a rearward direction.
The inven-tion also provides a boat comprising a boat hull having a transom and a longîtudinally extending centerline, a pair of stern drive units each including an engine disposed forwardly of the boat transom, a propulsion unit disposed rearwardly of the transom and having a drive shaft, a propeller shaft, a propeller mounted on the propeller shaft for rotation about an axis, and means drivingly connecting the drive shaft to the ,propeller shaft, a power shaft operatively connecting the engine with the propulsion unit drive shaft, and means supporting the propulsion unit for steering movement relative to the boat hull about a steering a~is, . . . . . .
~07375~1 each of the stern drive units having a longit~ldinal a~is extending through the engine and intersect~ng the respective steering axis, and means mounting the stern drive units on the boat hull on the opposite sides of the boat centerline with the longitudinal axes disposed at an angle to the boat centerline and converging in a rearward direction, which propeller axes are substantially parallel to each other and substantially parallel to the boat centerline when the propulsion units are in position for propelling the boat in a straight line.
Other ~eatures and advantages of the embodiments of the invention will become apparent upon reviewing the following detailed description, the drawing, and the claims.
BRIEF DESCRIPTION OF THE DRAWING
Fig. 1 is a fragmentary, top plan view, partially in schematic, of dual stern drive units mounted on a boat in accordance with the invention.
Fig. 2 is a sectioned elevational view taken along the line 2-2 in Fig~ 1.
Before explaining at least one embodiment of the invention in detail, it is to be understood that the invention is not limited in its application to the details of construc-tion and the arrangements of the components set forth in the following description or illustrated in the drawing. The
TITLE
:
DUAL STERN DRIVE MOUNTIN~ ARRAN5EMENT
INVENTOR
E. Douglas Betts BACKGROUND OF THE INVENTION
.
This invention relates to marine propulsion stern drive units and, more particularly, to an arrangement for mounting dual stern drive unit on boats.
When dual stern drive units are employed on boats, it is desirable to mount the propulsion units thereof as close together as possible in order to minimize the tendency of the outside propeller to lift and ventilate when sharp turns are being executed. The proximity between the two stern drive units ordinarily is limited by the available clearance between the accessories, such as carburetors, recirculation water pumps, etc., hanging on the inner sides of the powerhead or engines of the units.
S~MM~R~ OF THE II~VENTION
The invention also provides a boat comprising aebQat hull having a centerline, and a pair of stern drive units supported by the boat hull and each including an engine, a shaft driven by the engine and having an axis o rotation extending at an angle to the boat centerline so that the axes con~Terge-in a rearward direction, a propulsîon unit disposed rearwardly of the engine and including a propeller driven b~
the shaft, and means supporting the propulsion unit for steer ing---movement relative to the boat hull, which propellors have rotary axes substantially parallel to each other and substan-tially parallel to the boat centerline when the propulsion units are in position for propelling the boat in a straight line.
` -2 " ` '" ~, . ' ~ ' , ~(3 73759c The invention also provides a boat comprising a boat hull having a transom and a longitudinally extending centerline, a pair of stern drive units each including an engine disposed forwardly of the boat transom, a propulsion unit disposed rearwardly of the transom and having a drive shaft, a propeller shaft, a propeller mounted on the propeller shaft for rotation about an axis, and means drivingly connecting the drive shaft to the propeller shaft, a power shaft operative-ly connecting the engine with the propulsion unit drive shaft, and means supporting the propulsion unit for steering movement relative to the boat hull about a steering axis, each of the stern drive units having a longitudinal axis extending through the engine and intersecting the respective steering axis, and means mounting the stern drive units on the boat hull on the opposite sides of the boat centerlîne with the longitudinal axes thereof disposed at an angle to the boat centerline and oonverging in a rearward direction.
The inven-tion also provides a boat comprising a boat hull having a transom and a longîtudinally extending centerline, a pair of stern drive units each including an engine disposed forwardly of the boat transom, a propulsion unit disposed rearwardly of the transom and having a drive shaft, a propeller shaft, a propeller mounted on the propeller shaft for rotation about an axis, and means drivingly connecting the drive shaft to the ,propeller shaft, a power shaft operatively connecting the engine with the propulsion unit drive shaft, and means supporting the propulsion unit for steering movement relative to the boat hull about a steering a~is, . . . . . .
~07375~1 each of the stern drive units having a longit~ldinal a~is extending through the engine and intersect~ng the respective steering axis, and means mounting the stern drive units on the boat hull on the opposite sides of the boat centerline with the longitudinal axes disposed at an angle to the boat centerline and converging in a rearward direction, which propeller axes are substantially parallel to each other and substantially parallel to the boat centerline when the propulsion units are in position for propelling the boat in a straight line.
Other ~eatures and advantages of the embodiments of the invention will become apparent upon reviewing the following detailed description, the drawing, and the claims.
BRIEF DESCRIPTION OF THE DRAWING
Fig. 1 is a fragmentary, top plan view, partially in schematic, of dual stern drive units mounted on a boat in accordance with the invention.
Fig. 2 is a sectioned elevational view taken along the line 2-2 in Fig~ 1.
Before explaining at least one embodiment of the invention in detail, it is to be understood that the invention is not limited in its application to the details of construc-tion and the arrangements of the components set forth in the following description or illustrated in the drawing. The
2~ invention is capable of other embodiments and of being prac-ticed and carried out in various ways. Also, it is to be understood tha~ the phraseology and terminology employed herein is for the purposes of description and should not be regarded as limiting.
.~,.
.. . : -~73759~
GENERAL DRSC~IPTION
Shown in the drawing is a pair of marine propulsion stern drive units 10 and 12 mounted on a boat 13 having a transom 14. The ste~n drive units 10 and 12 are located on the opposite sides of the longitudinal centerline 15 of the boat 13 and each includes an engine 16 which is mounte~ on the boat hull 18 forwardly of the transom 14 and a stern drive leg or propulsion leg 20 which is fixedly attached to the engine and includes a lower or propulsion unit 22. Each propulsion unit 22 includes a propeller 24 carried on a propeller shaft 26 which is rotatably supported for rotation about a generally horizontal a~is 27 (when the propulsion unit 22 is in the propelling position) and which is driven by a drive gear 28 located on the lower end of a drive shaft 30 ro~atably mounted in the propulsion unit 22. Each propulsion unit 22 is tiltable vertically, as well as horizontally swingable, relative to the respective engine 16.
While various propulslon leg constructions can be used, in the pre~erred construction illustrated, each propul-sion leg 20 is constructed generally in accordance with the United States Shimanckas Patent No. 3,183,880, issued May 18, 19~5. As used herein, the terms "stern drive leg" and "propulsion leg" encompasses th`e intermediate unit A, the swivel support C and the propulsion unit B disclosed in the above-identified Shimanckas patent, which assemblies or units are designated generally in the present drawing by the reference numerals 32, 34 and 22, respectively.
Each propulsion unit 22 is carried on the respective swivel bearlng support 34 for relative steerable movement about a generally vertical axis 36 provided by axially aligned bearings (not shown and corresponding to bearings 37 and 49 .
.. .. . . .
~73754 in Figs. 3, 4 and 14 of the above-identified Shimanckas patent~.
~ach swivel bearing support 34 is carried by the respective intermediate unit 32 ~or relative vertical tilting movement.
Reference is made to the paragraph bridging columns 3 and 4 of the above-identified Shimanckas patent for a more detailed description o~ the coacting components of the propulsion unit 22, the swivel bearing support 34 and the intermediate unit 32 providing the steering and tilting movements.
Each intermediate unit 32 e~tends rearwardly through a hole 33 provided in the boat transom 14 and is fixedly sup-ported from the boat transom 14 through elastomeric cushions or mounts (numerals 21 and 25 in the above-identified Shimanckas patent) and is fixedly attached to the respective engine 16.
Rotatably mounted within each intermediate unit 32 is a power shaft 40 which is operatively connected at one end to the respective engine crankshaft (not shown) and is drivingly connected at the other end to the respective drive shaft 30 via gear-type universal fittings 42 (corresponding to fittings 73 and 76 in the above-identified Shimanckas patent) and a beveled gear 44 which meshes with another beveled gear ~6 carried on the upperend of the drive shaft 30.
Carried on the inner side of each engine 16 are laterally inwardly protruding accessories, such as one or more carburetors 48 and a recirculation water pump 50 (both shown schematically in Fig. 1). These protruding accessories effect-ively limit how close the two engines 16 can be mounted to each other since some clearance must be left therebetween to provide access for maintenance and servicing.
In accordance with one embodiment of the invention,
.~,.
.. . : -~73759~
GENERAL DRSC~IPTION
Shown in the drawing is a pair of marine propulsion stern drive units 10 and 12 mounted on a boat 13 having a transom 14. The ste~n drive units 10 and 12 are located on the opposite sides of the longitudinal centerline 15 of the boat 13 and each includes an engine 16 which is mounte~ on the boat hull 18 forwardly of the transom 14 and a stern drive leg or propulsion leg 20 which is fixedly attached to the engine and includes a lower or propulsion unit 22. Each propulsion unit 22 includes a propeller 24 carried on a propeller shaft 26 which is rotatably supported for rotation about a generally horizontal a~is 27 (when the propulsion unit 22 is in the propelling position) and which is driven by a drive gear 28 located on the lower end of a drive shaft 30 ro~atably mounted in the propulsion unit 22. Each propulsion unit 22 is tiltable vertically, as well as horizontally swingable, relative to the respective engine 16.
While various propulslon leg constructions can be used, in the pre~erred construction illustrated, each propul-sion leg 20 is constructed generally in accordance with the United States Shimanckas Patent No. 3,183,880, issued May 18, 19~5. As used herein, the terms "stern drive leg" and "propulsion leg" encompasses th`e intermediate unit A, the swivel support C and the propulsion unit B disclosed in the above-identified Shimanckas patent, which assemblies or units are designated generally in the present drawing by the reference numerals 32, 34 and 22, respectively.
Each propulsion unit 22 is carried on the respective swivel bearlng support 34 for relative steerable movement about a generally vertical axis 36 provided by axially aligned bearings (not shown and corresponding to bearings 37 and 49 .
.. .. . . .
~73754 in Figs. 3, 4 and 14 of the above-identified Shimanckas patent~.
~ach swivel bearing support 34 is carried by the respective intermediate unit 32 ~or relative vertical tilting movement.
Reference is made to the paragraph bridging columns 3 and 4 of the above-identified Shimanckas patent for a more detailed description o~ the coacting components of the propulsion unit 22, the swivel bearing support 34 and the intermediate unit 32 providing the steering and tilting movements.
Each intermediate unit 32 e~tends rearwardly through a hole 33 provided in the boat transom 14 and is fixedly sup-ported from the boat transom 14 through elastomeric cushions or mounts (numerals 21 and 25 in the above-identified Shimanckas patent) and is fixedly attached to the respective engine 16.
Rotatably mounted within each intermediate unit 32 is a power shaft 40 which is operatively connected at one end to the respective engine crankshaft (not shown) and is drivingly connected at the other end to the respective drive shaft 30 via gear-type universal fittings 42 (corresponding to fittings 73 and 76 in the above-identified Shimanckas patent) and a beveled gear 44 which meshes with another beveled gear ~6 carried on the upperend of the drive shaft 30.
Carried on the inner side of each engine 16 are laterally inwardly protruding accessories, such as one or more carburetors 48 and a recirculation water pump 50 (both shown schematically in Fig. 1). These protruding accessories effect-ively limit how close the two engines 16 can be mounted to each other since some clearance must be left therebetween to provide access for maintenance and servicing.
In accordance with one embodiment of the invention,
3~ the stern drive units 10 and 12 are mounted on the boat hull 18 at an angular relationship to each other. More specifically, the stern drive units 10 and 12 are located so that the ... .. . . .
.
~ 7 3~ ~ ~
respective lon~i~udinal axes 52 ~nd 54 (extending throug~ the respective engine 16 and intermediate uni~ 32 and intersect-ing the respective steering axis 36) is located at an angle relative to the longitudinal centerline 15 of the boat 12 and these axes converge in a rearward direction. With this arrangement, the forward or engine ends of the stern drive units 10 and 12 are effectively spaced further apart than the rear or drive ends thereof. Thus, while the minimum clearance between the accessories carried on the engines 16 of the stern drive units 10 and 12 is maintained, the two propulsion u~its, and thus, the two propellers 24, are located closer together than would be possible if the longitudinal axes 52 and 5~ of the stern drive 10 and 12 were generally parallel to each other and to the boat centerline 15 as is the case in conven-tional constructions. For example, by mounting the stern drive units 10 and 12 so that the respective longitudinal axes 52 and 54 is loca~ed at an angle (represented b~ A in Fig. 1) of about 10, the two propellers 24 can be located about 5 inches closer than with some conventional installations. ~ ;
To compensate for the angular relationship of the , stern drive units 10 and 12, each of the propulsion units 22 preferably is turned a corresponding angle relative to the boat centerline 15 so that the propeller axes 27 thereof are substantially parallel to each other and are substantially parallel to the boat centerline 15 when the propulsion units are in a position to propel the boat 12 in a straight line ~ ~, as shown in Fig. 1.
While the stern drive units 10 and 12 preferably are mounted so that the respective longitudinal axes 52 and 5~
are located at the same angle to the boat centerline as shown in Fig. 1, they ca~ be mounted at different angles if desired.
In that case, each of the propulsion units22 is turned an :: .
~J5~
appropriate angle relative to the boat centerline 15 so that the propeller axes 27 thereof are substantially parallel to each other and to the boa~ centerline 15 when the propulsion lmits 22 are in a position to propel the boat 13 in a straight line.
From the above description, it can be seen that one embodiment of the invention provides a simple and effective means for minimizing propeller ventilating during sharp turns without requiring structural modifications to existing stern drive constructions and only minor modifications to existing mounting arrangements.
Instead of mounting the engines 16 and the intermediate units 32 at an angle to the boat centerline as in the embodi-ment illustrated and described in detail, it is within the scope of the invention to mount the engines generally parallel to each other or ln any other conventional manner and arrange the shafts drivingly connecting the respective engines and propul-sion units, such as the power shafts 40, at generally the same angular relationship described above.
Various of the features of the invention are set forth in the following claims.
~8--
.
~ 7 3~ ~ ~
respective lon~i~udinal axes 52 ~nd 54 (extending throug~ the respective engine 16 and intermediate uni~ 32 and intersect-ing the respective steering axis 36) is located at an angle relative to the longitudinal centerline 15 of the boat 12 and these axes converge in a rearward direction. With this arrangement, the forward or engine ends of the stern drive units 10 and 12 are effectively spaced further apart than the rear or drive ends thereof. Thus, while the minimum clearance between the accessories carried on the engines 16 of the stern drive units 10 and 12 is maintained, the two propulsion u~its, and thus, the two propellers 24, are located closer together than would be possible if the longitudinal axes 52 and 5~ of the stern drive 10 and 12 were generally parallel to each other and to the boat centerline 15 as is the case in conven-tional constructions. For example, by mounting the stern drive units 10 and 12 so that the respective longitudinal axes 52 and 54 is loca~ed at an angle (represented b~ A in Fig. 1) of about 10, the two propellers 24 can be located about 5 inches closer than with some conventional installations. ~ ;
To compensate for the angular relationship of the , stern drive units 10 and 12, each of the propulsion units 22 preferably is turned a corresponding angle relative to the boat centerline 15 so that the propeller axes 27 thereof are substantially parallel to each other and are substantially parallel to the boat centerline 15 when the propulsion units are in a position to propel the boat 12 in a straight line ~ ~, as shown in Fig. 1.
While the stern drive units 10 and 12 preferably are mounted so that the respective longitudinal axes 52 and 5~
are located at the same angle to the boat centerline as shown in Fig. 1, they ca~ be mounted at different angles if desired.
In that case, each of the propulsion units22 is turned an :: .
~J5~
appropriate angle relative to the boat centerline 15 so that the propeller axes 27 thereof are substantially parallel to each other and to the boa~ centerline 15 when the propulsion lmits 22 are in a position to propel the boat 13 in a straight line.
From the above description, it can be seen that one embodiment of the invention provides a simple and effective means for minimizing propeller ventilating during sharp turns without requiring structural modifications to existing stern drive constructions and only minor modifications to existing mounting arrangements.
Instead of mounting the engines 16 and the intermediate units 32 at an angle to the boat centerline as in the embodi-ment illustrated and described in detail, it is within the scope of the invention to mount the engines generally parallel to each other or ln any other conventional manner and arrange the shafts drivingly connecting the respective engines and propul-sion units, such as the power shafts 40, at generally the same angular relationship described above.
Various of the features of the invention are set forth in the following claims.
~8--
Claims (8)
1. A boat comprising a boat hull having a transom and a longitudinally extending centerline, a pair of stern drive units each including an engine disposed forwardly of said boat transom, a propulsion unit disposed rearwardly of said transom and having a drive shaft, a propeller shaft, a propeller mounted on said propeller shaft for rotation about an axis, and means drivingly connecting said drive shaft to said propeller shaft, a power shaft operatively connecting said engine with said propulsion unit drive shaft, and means sup-porting said propulsion unit for steering movement relative to said boat hull about a steering axis, each of said stern drive units having a longitudinal axis extending through said engine and intersecting the respective steering axis, and means mounting said stern drive units on said boat hull on the op-posite sides of the boat centerline with said longitudinal axes disposed at an angle to the boat centerline and converg-ing in a rearward direction, said propeller axes being sub-stantially parallel to each other and being substantially parallel to the boat centerline when said propulsion units are in position for propelling said boat in a straight line.
2. A boat according to Claim 1 wherein said longitu-dinal axes of said stern drive units are located at the same angle to the boat centerline.
3. A boat comprising a boat hull having a transom and a longitudinally extending centerline, a pair of stern drive units each including an engine disposed forwardly of said boat transom, a propulsion unit disposed rearwardly of said transom and having a drive shaft, a propeller shaft, a pro-peller mounted on said propeller shaft for rotation about an axis, and means drivingly connecting said drive shaft to said propeller shaft, a power shaft operatively connecting said engine with said propulsion unit drive shaft, and means supporting said propulsion unit for steering movement relative to said boat hull about a steering axis, each of said stern drive units having a longitudinal axis extending through said engine and intersecting the respective steering axis, and means mounting said stern drive units on said boat hull on the opposite sides of the boat centerline with said longitudinal axes thereof disposed at an angle to the boat centerline and converging in a rearward direction.
4. A boat according to Claim 3 wherein said propeller axes are substantially parallel to each other and are sub-stantially parallel to the boat centerline when said propulsion units are in a position for propelling said boat in a straight line.
5. A boat according to Claim 4 wherein said longitudinal axes of said stern drive units are located at the same angle to the boat centerline.
6. A boat comprising a boat hull having a transom and a longitudinally extending centerline, a pair of stern drive units each including an engine disposed forwardly of said boat transom, an intermediate unit mounted on and extending rearwardly from said engine, a propulsion unit disposed rear-wardly of said intermediate unit and having a drive shaft, a propeller shaft, a propeller mounted on said propeller shaft for rotation about an axis, and means drivingly connecting said drive shaft to said propeller shaft, a power shaft operatively connected to said engine and extending rearwardly through said intermediate unit, means operatively connecting said power shaft with said propulsion unit drive shaft, and means supporting said propulsion unit for steering movement relative to said intermediate unit about a steering axis, each of said stern drive units having a longitudinal axis extending through said engine and said intermediate unit and intersecting the respective steering axis, an opening in said boat transom for receiving each of said intermediate units, and means mounting said stern drive units on said boat hull on the opposite sides of the boat centerline with said longi-tudinal axes disposed at an angle to the boat centerline and converging in a rearward direction, said propeller axes being substantially parallel to each other and being substantially parallel to the boat centerline when said propulsion units are in a position for propelling said boat in a straight line.
7. A boat comprising a boat hull having a center-line, and a pair of stern drive units supported by said boat hull and each including an engine, a shaft driven by said engine and having an axis of rotation extending at an angle to the boat centerline so that said axes converge in a rearward direction, a propulsion unit disposed rearwardly of said engine and including a propeller driven by said shaft, and means supporting said propulsion unit for steering move-ment relative to said boat hull, said propellers having rotary axes substantially parallel to each other and substantially parallel to the boat centerline when said propulsion units are in position for propelling said boat in a straight line.
8. A boat according to Claim 7 wherein said drive shaft axes are located at the same angle to the boat centerline.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US05/685,298 US4040379A (en) | 1976-05-11 | 1976-05-11 | Dual stern drive mounting arrangement |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1073754A true CA1073754A (en) | 1980-03-18 |
Family
ID=24751578
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA271,716A Expired CA1073754A (en) | 1976-05-11 | 1977-02-14 | Dual stern drive mounting arrangement |
Country Status (3)
| Country | Link |
|---|---|
| US (1) | US4040379A (en) |
| JP (1) | JPS52137895A (en) |
| CA (1) | CA1073754A (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4565534A (en) * | 1983-12-14 | 1986-01-21 | Outboard Marine Corporation | Water pump location for marine propulsion device |
| SE522187C2 (en) * | 2002-05-03 | 2004-01-20 | Volvo Penta Ab | Ways to steer a boat with dual outboard drives as well as boats with dual outboard drives |
| US7014519B1 (en) | 2004-07-30 | 2006-03-21 | Brunswick Corporation | Marine propulsion system with a tilted in-line engine |
| US9493222B1 (en) | 2014-11-11 | 2016-11-15 | Brunswick Corporation | Marine vessels and propulsion systems for marine vessels having steerable propulsion devices mounted on outwardly angled transom portions |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US906901A (en) * | 1907-10-01 | 1908-12-15 | Julius S Lane | Catamaran power-boat. |
| US1355513A (en) * | 1920-04-26 | 1920-10-12 | Simpson Gordon Patents Inc | Ship's construction and method of disposing propelling machinery therein |
| US1442982A (en) * | 1920-04-26 | 1923-01-23 | Simpson Gordon Patents Inc | Bilge tunnel for ships |
| US2972976A (en) * | 1960-04-13 | 1961-02-28 | Smith Blakely | Steering control |
| US3183880A (en) * | 1963-07-10 | 1965-05-18 | Outboard Marine Corp | Marine propulsion device |
| DE2207604A1 (en) * | 1972-02-18 | 1973-08-30 | Weser Ag | THREE-SCREW DRIVE FOR SHIPS |
| DE2356508A1 (en) * | 1973-11-13 | 1975-05-15 | Tt Linie Gmbh & Co | SHIP DRIVE |
-
1976
- 1976-05-11 US US05/685,298 patent/US4040379A/en not_active Expired - Lifetime
-
1977
- 1977-02-14 CA CA271,716A patent/CA1073754A/en not_active Expired
- 1977-04-14 JP JP4313177A patent/JPS52137895A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| US4040379A (en) | 1977-08-09 |
| JPS52137895A (en) | 1977-11-17 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |